Utility vehicle

ABSTRACT

A utility vehicle includes a plurality of ground-engaging members, a frame, a powertrain assembly, a front suspension assembly, and a rear suspension assembly. A cargo bed may be supported by the frame at the rear of the vehicle. The vehicle also includes an operator seat and at least one passenger seat positioned within an operator area. In one embodiment, the vehicle includes doors to enclose the operator area.

RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 16/229,881, filed Dec. 21, 2018, which is a continuation U.S.patent application Ser. No. 15/154,131, filed May 13, 2016, which claimspriority from Provisional patent application Ser. No. 62/162,354 filedMay 15, 2015, the complete disclosures of which are expresslyincorporated by reference herein.

FIELD OF THE DISCLOSURE

The present invention relates to a utility vehicle and, moreparticularly, to an all-terrain utility vehicle

BACKGROUND AND SUMMARY OF THE DISCLOSURE

Generally, all-terrain vehicles (“ATVs”) and utility vehicles (“UVs”)are used to carry one or more passengers and a small amount of cargoover a variety of terrains. There is increasing recreational interest inthe market for ATVs, specialty ATVs, and UVs, such as those used fortrail riding, racing, and/or cargo hauling. However, some UVs and/orATVs are configured for utility and cargo hauling needs and, as such,may not be configured for fast speeds or racing. Alternatively, some UVsand/or ATVs are configured for sport and racing and, as such, areconfigured for faster speeds but may only be configured for limitedcargo hauling.

SUMMARY OF THE DISCLOSURE

According to a further illustrative embodiment of the presentdisclosure, a utility vehicle comprises a plurality of ground engagingmembers, a frame assembly supported by the ground engaging members andincluding a lower frame portion and an upper frame portion coupled tothe lower frame portion to define an operator area, and an operator seatpositioned within the operator area and supported by the frame assembly.The operator seat includes a seat bottom, a seat back, and a head restpositioned above the seat back. The utility vehicle also comprises afirst opening defined along a first side of the vehicle for ingress andegress from the operator area and having a first longitudinal lengthextending from a forward end to a rearward end of the first opening.Additionally, the utility vehicle comprises a first door positionedwithin the first opening and having a longitudinal length approximatelyequal to the longitudinal length of the first opening. The first doorhas an upper portion extending along a portion of the upper frameportion and adjacent a portion of the seat back.

According to yet another illustrative embodiment of the presentdisclosure, a utility vehicle comprises a plurality of ground engagingmembers and a frame assembly supported by the ground engaging membersabove a ground surface. The frame assembly includes a lower frameportion and an upper frame portion coupled to the lower frame portion todefine an operator area. The lower frame portion includes a framemember. The utility vehicle also comprises an operator seat positionedwithin the operator area and supported by the frame assembly at aposition adjacent the frame member. The operator seat includes a seatbottom and a seat back. Additionally, the utility vehicle comprises afirst door having a forward portion adjacent a portion of the operatorarea forward of the seat bottom and having a first height relative tothe frame member, an intermediate portion adjacent the seat bottom andhaving a second height relative to the frame member, and a rearwardportion adjacent the seat back and having a third height relative to theframe member, and the second height is less than the first and thirdheights relative to the frame member.

According to yet a further illustrative embodiment of the presentdisclosure, a utility vehicle comprises a plurality of ground engagingmembers and a frame assembly supported by the ground engaging membersabove a ground surface. The frame assembly includes a lower frameportion and an upper frame portion coupled to the lower frame portion todefine an operator area. The lower frame portion includes an upstandingframe member. Additionally, the utility vehicle comprises an operatorseat positioned within the operator area and supported by the frameassembly at a position adjacent the frame member. The operator seatincludes a seat bottom and a seat back. The utility vehicle alsocomprises a first door extending rearwardly from the upstanding framemember and having and outer surface facing away from the operator areaand an inner surface facing the operator area and a hinge assemblyoperably coupled to the upstanding member and the first door. The hingeassembly is positioned adjacent the inner surface of the door and facingthe operator area.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1 is a front left perspective view of a utility vehicle of thepresent disclosure;

FIG. 2 is a rear right perspective view of the vehicle of FIG. 1 ;

FIG. 3 is a left side view of the vehicle of FIG. 1 ;

FIG. 4 is a right side view of the vehicle of FIG. 1 ;

FIG. 5 is a top view of the vehicle of FIG. 1 ;

FIG. 6 is a front view of the vehicle of FIG. 1 ;

FIG. 7 is a rear view of the vehicle of FIG. 1 ;

FIG. 8 is a bottom view of a lower frame assembly of the vehicle of FIG.1 ;

FIG. 9 is a front left perspective view of the lower frame assembly ofFIG. 8 ;

FIG. 10 is a rear left perspective view of the lower frame assembly ofFIG. 8 ;

FIG. 11 is a front view of an intermediate portion of the lower frameassembly of FIG. 8 , taken along line 11-11 of FIG. 8 ;

FIG. 12 is a diagrammatic view of a powertrain assembly of the vehicleof FIG. 1 ;

FIG. 13A is a front left perspective view of a portion of a frontsuspension assembly of the vehicle of FIG. 1 ;

FIG. 13B is an exploded view of a suspension mount of the frontsuspension assembly of FIG. 13A;

FIG. 13C is a cross-sectional view of the suspension mount of FIG. 13A,taken along line 13C-13C of FIG. 13A;

FIG. 14 is a front view of a shock absorber of the vehicle of FIG. 1 inan extended position;

FIG. 15 is a front view of the shock absorber of FIG. 14 in a compressedposition;

FIG. 16 is a forward-facing view of a portion of an operator area of thevehicle of FIG. 1 , showing a dashboard assembly and a portion of asteering assembly;

FIG. 17A is a schematic side view of the dashboard assembly and thesteering assembly of FIG. 16 , with a movable portion of the dashboardassembly in a raised position;

FIG. 17B is a schematic side view of the dashboard assembly and thesteering assembly of FIG. 16 , with a movable portion of the dashboardassembly in a lowered position;

FIG. 17C is a side view of a portion of the steering assembly and agauge of the dashboard assembly of FIG. 16 in a raised position;

FIG. 17D is a side view of the portion of the steering assembly and thegauge of FIG. 16 in a lowered position;

FIG. 18 is a top view of a portion of the operator area of the vehicleof FIG. 1 , showing locations of a plurality of covered storage areas;

FIG. 19 is a perspective view of a cover for the storage areas of FIG.18 ;

FIG. 20A is a front left perspective view of a portion of the operatorarea of the vehicle of FIG. 1 , showing an operator seat and a passengerseat;

FIG. 20B is a top rear view of a portion of the operator area of thevehicle of FIG. 1 , with the steering assembly removed;

FIG. 20C is a left side view of a portion of the operator area of FIG.20B;

FIG. 21 is a right perspective view of a door assembly of the vehicle ofFIG. 1 ;

FIG. 22 is an exploded view of the door assembly of FIG. 21 ;

FIG. 23 is an exploded view of the door assembly of FIG. 21 , includinga latch assembly and a hinge assembly;

FIG. 24 is a front right perspective view of a grab handle of the doorassembly of FIG. 21 ;

FIG. 25 is a cross-sectional view of the hinge assembly of FIG. 23 withthe door assembly in an open position, taken along line 25-25 of FIG. 21;

FIG. 26A is a cross-sectional view of the hinge assembly of FIG. 23 withthe door assembly in a partially closed position;

FIG. 26B is a cross-sectional view of the hinge assembly of FIG. 23 withthe door assembly in a closed position;

FIG. 27 is a front left perspective view of an air intake assembly ofthe vehicle of FIG. 1 ;

FIG. 28 is a rear right perspective view of the air intake assembly ofFIG. 27 ;

FIG. 29 is a rear left perspective view of a portion of the air intakeassembly of FIG. 28 and a portion of a powertrain assembly of thevehicle of FIG. 1 ;

FIG. 30 is a rear right perspective view of the air intake assembly andthe powertrain assembly of FIG. 29 ;

FIG. 31 is an exploded view of a filter, intake port, and an auxiliaryconduit for a continuously variable transmission of the powertrainassembly of FIG. 30 ;

FIG. 32 is a top view of the lower frame assembly and the air intakeassembly of FIG. 27 ;

FIG. 33 is a schematic top view of the vehicle of FIG. 1 , illustratingan alternative configuration of the air intake assembly of FIG. 32 ;

FIG. 34 is a rear perspective view of air inlets of the air intakeassembly of FIG. 32 ;

FIG. 35 is a cross-sectional view of the air inlets of FIG. 34 ;

FIG. 36 is a cross-sectional view of a front end of the vehicle of FIG.1 showing one of the air inlets positioned under a hood of the vehicle,taken along line 36-36 of FIG. 34 ;

FIG. 37 is a cross-sectional view of a unitary housing member of the airintake assembly of FIG. 27 , taken along line 37-37 of FIG. 27 ;

FIG. 38 is a rear left perspective view of an exhaust assembly of thevehicle of FIG. 1 ;

FIG. 39 is an exploded view of the exhaust assembly of FIG. 38 ;

FIG. 40 is a right side view of a rear frame portion of the vehicle ofFIG. 1 with a rear cargo area in a raised position;

FIG. 41 is a front left perspective view of the rear frame portion andthe rear cargo area of FIG. 40 ;

FIG. 42 is an exploded view of the rear frame portion and the rear cargoarea of FIG. 40 ;

FIG. 43A is a schematic side view of the rear frame portion and the rearcargo area of FIG. 40 in a lowered position with a stop memberpositioned within a gap between a portion of the vehicle frame and aportion of the rear cargo area;

FIG. 43B is a cross-sectional view of the rear frame portion and therear cargo area of FIG. 40 ;

FIG. 44 is a front left perspective view of a tailgate of the rear cargoarea of FIG. 40 ;

FIG. 45 is a rear left perspective view of the tailgate of FIG. 44 ;

FIG. 46 is an exploded view of the tailgate of FIG. 44 ;

FIG. 47 is an exploded view of a side storage area of the rear cargoarea of FIG. 40 ;

FIG. 48 is a rear left perspective view of an alternative embodiment ofthe rear cargo area of FIG. 40 in a lowered position;

FIG. 49 is a rear left perspective view of the alternative embodimentrear cargo area of FIG. 48 in a raised position; and

FIG. 50 is a rear left perspective view of the alternative embodimentrear cargo area of FIG. 48 with lateral storage areas removed and sidewalls of the rear cargo area pivoted to a lowered position.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the drawings are not necessarilyto scale and certain features may be exaggerated in order to betterillustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as other all-terrain vehicles, motorcycles,snowmobiles, and golf carts.

Referring to FIGS. 1-7 , an illustrative embodiment of a utility vehicle2 is shown. Vehicle 2 is configured for off-road conditions. Vehicle 2includes a plurality of ground-engaging members 4, illustratively frontwheels 6 and rear wheels 8. In one embodiment, one or more ofground-engaging members 4 may be replaced with tracks, such as theProspector II Tracks available from Polaris Industries Inc., located at2100 Highway 55 in Medina, MN 55340 or non-pneumatic tires, such asthose shown in U.S. Pat. Nos. 8,176,957 (Attorney DocketPLR-09-25371.01P) and 8,104,524 (Attorney Docket PLR-09-25369.01P), thecomplete disclosures of which are expressly incorporated herein byreference.

Vehicle 2 further includes a frame assembly 10 supported above a groundsurface G by ground-engaging members 4. Ground surface G may be agenerally level and horizontal dirt, grass, concrete, ceramic,polymeric, or other surface. Frame assembly 10 extends along alongitudinal centerline C_(L) of vehicle 2 (FIG. 5 ). Frame assembly 10includes a lower frame assembly 12 defining a front frame portion 14, arear frame portion 16, and an intermediate frame portion 18 extendingtherebetween. Lower frame assembly 12 supports a rear cargo area 30 anda vehicle body 32, which includes a plurality of body panels.

Additionally, and as shown in FIGS. 1-3 , frame assembly 10 includes anupper frame assembly 20 extending vertically above lower frame assembly12 and, more particularly, above at least intermediate frame portion 18of lower frame assembly 12. In one embodiment, the region bounded byupper frame assembly 20 and lower frame assembly 12 is referred to as anopen-air operator area 34 of vehicle 2. Upper frame assembly 20 includesfront upstanding members 22, rear upstanding members 24, longitudinallyextending members 26, a front lateral member 27, a rear lateral member28, and at least one brace 29.

As shown in FIGS. 1-6 , operator area 34 includes seating 36 for anoperator and one or more passengers. Illustratively, seating 36 includesan operator seat 38 and a passenger seat 40, however, seating 36 mayalso include rear seats for additional passengers.

Referring to FIGS. 8-11 , lower frame assembly 12 is shown. Lower frameassembly 12 includes front frame portion 14, intermediate frame portion18, and rear frame portion 16. In one embodiment, the wheel base lengthof vehicle 2 extends from front frame portion 14 to rear frame portion16 and may be approximately 81 inches. Front frame portion 14 includeslongitudinal members 48 (FIG. 10 ), lateral members 50, rear upstandingmembers 52, front upstanding members 54, and a cross brace 56.Additionally, front frame portion 14 includes a front plate 58 forsupporting components of the vehicle, such as a front differential 297(FIG. 12 ).

Intermediate frame portion 18 is coupled to front frame portion 14 andincludes longitudinal members 60, lateral members 62 coupled tolongitudinal members 60, a first upstanding member 64 coupled tolongitudinal members 60, a second upstanding member coupled tolongitudinal members 60, a third upstanding member 68 coupled tolongitudinal member 60, and a diagonal member 74 coupled to upstandingmembers 64, 66, and 68. Intermediate frame portion 18 also includes aplurality of diagonal braces 70, 71 coupled to third upstanding member68. Additionally, intermediate frame portion 18 includes a plate or basemember 72 which defines a skid plate and is positioned below at leastoperator area 34. As shown in FIGS. 8 and 11 , plate 72 of intermediateframe portion 18 extends laterally along the full lateral width ofvehicle 2. A center portion 72 a of plate 72 is recessed relative toright and left side portions 72 b of plate 72. As such, center portion72 a is closer to ground surface G than left and right side portions 72b. By configuring plate 72 with the recessed center portion 72 arelative to right and left side portions 72 b, vehicle 2 has increasedclearance along the sides thereof.

Rear frame portion 16 is coupled to intermediate frame portion 18 andincludes lower longitudinal members 76, upstanding members 78, lateralmembers 82, and upper longitudinal members 80. Rear frame portion 16also includes a plate 84 which may be integral with or separate fromplate 72. Plate 84 supports a portion of a powertrain assembly 292 ofvehicle 2. Additional details of frame assembly 10 may be disclosed inU.S. patent application Ser. No. 14/477,589, filed on Sep. 4, 2014, andentitled “SIDE-BY-SIDE VEHICLE” (Attorney Docket No. PLR-15-26062.03P),the complete disclosure of which is expressly incorporated by referenceherein.

Referring to FIG. 12 , powertrain assembly 292 includes at least anengine 294 (FIG. 29 ), a continuously variable transmission (“CVT”) 296(FIG. 27 ), a shiftable transmission 298 (FIG. 2 ), front differential297, a rear differential 299, and a drive shaft 295. CVT 296 is operablycoupled to engine 294 and shiftable transmission 298 to drive frontwheels 6 and/or rear wheels 8 through front and rear differentials 297,299, respectively. As shown in FIG. 32 , plate 84 of rear frame portion16 is positioned rearward of seat frame 197 and, therefore, ispositioned rearward of a forward most edge 43 a of seat bottom 42 (FIG.20 ). As such, engine 294 and CVT 296 are positioned rearward of forwardmost edge 43 a of seat bottom 42.

Referring to FIGS. 13A-13C, vehicle 2 includes a front suspensionassembly 90. Front suspension assembly 90 includes upper control arms92, lower control arms 94, and linear force elements, illustratively,shock absorbers 96 (FIG. 6 ). Upper control arms 92 include innermounting members 98 a, 98 b for coupling to front frame portion 14 oflower frame assembly 12 and an outer mounting member 102 for coupling toa knuckle 104 of a wheel hub assembly 106. Lower control arms 94 includeinner mounting members 108 a, 108 b for coupling to front frame portion14 of lower frame assembly 12 and an outer mounting member 110 for alsocoupling to knuckle 104 of wheel hub assembly 106.

As shown in FIGS. 13B and 13C, mounting member 98 a of upper control arm92 may include an outer member 112, an inner member 114, bearing members116, end caps 118, and seals 120. In one embodiment, inner member 114may be hardened during formation thereof such that inner member 114 iscomprised of a hardened metallic material. Illustratively, inner member114 is received within outer member 112 and has a length less than thatof outer member. Additionally, the length of inner member 114 and thelength of bearing members 116 define the tolerance of mounting member 98a. Each bearing member 116 is positioned intermediate the inner surfaceof outer member 112 and the outer surface of inner member 114, and ispositioned adjacent each end portion of inner member 114. Moreparticularly, in one embodiment, the inner surface of outer member 112includes recesses 122 and each recess 122 receives a portion of one ofbearing members 116. Bearing members 116 are received within recess 122and contact a shoulder 113 of the inner surface of outer member 112.Shoulder 113 may be machined into outer member 112, thereby making outermember 112 simple to manufacture. Bearing members 116 permit movement ofouter member 112 relative to inner member 114 without the need for anygrease or additional lubrication. Therefore, mounting member 98 a may begreaseless while still permitting movement of outer member 112 relativeto bearing member 116. For example, bearing member 116 may be comprisedof a material containing Nylon 6/6 with glass fiber, PTFE, and siliconewhich allows for lubrication without grease. The Nylon 6/6 with glassfiber, PTFE, and silicone may be present in any amount within thematerial comprising bearing member 116. In one embodiment, bearingmember 116 provides a self-lubricating surface for movement of outermember 112 relative to inner member 114 because of the addition of PTFE.

To seal the internal volume of outer member 112 from water, debris,dust, and other liquid or particulate matter, which may increase thefriction between bearing member 116 and outer member 112, end caps 118may be sealingly received within the end portions of outer member 112.Illustratively, end caps 118 may be positioned adjacent the end portionsof inner member 114. End caps 118 each include a recess 126 forreceiving seals 120, which, illustratively, are o-rings. In this way,end caps 118 and seals 120 seal the internal volume of outer member 112to prevent dust, debris, water, or other matter from entering theinternal volume of outer member 112 which may affect the movement ofouter member 112 relative to inner member 114 during operation ofvehicle 2. Additionally, as shown in FIG. 13C, seals 120 are fullypositioned within outer member 112 and inward of the outer end of endcap 118 such that contaminating matter (e.g., dust, liquids) does notcontact seal 120. In this way, seal 120 is not exposed to any liquids,dust, or other matter which may work its way inside outer member 112 andincrease friction between bearing member 116 and outer member 112. Seals120 also may be embedded with a wax material to increase resistance towear.

Additionally, seals 120 are axially adjacent thrust surfaces 117 ofmounting member 98 a. More particularly, an axial load may be exerted onmounting member 98 a in the direction L (FIG. 13C) during operation ofvehicle 2 such that interface between bearing members 116 and end caps118 defines thrust surfaces 117 of mounting members 98 a. As shown inFIG. 13C, seals 120 are axially spaced apart from thrust surfaces 117 bylips 119 of end caps 118, however, seals 120 are axially aligned withthrust surfaces 117 and are not positioned radially inward or radiallyoutward from thrust surfaces 117. By axially aligning seals 120 withthrust surfaces 117, the likelihood of water and debris contactingbearing members 116 in an axial direction of mounting member 98 a isreduced. Additionally, inner member 114 and outer member 116 seal theradial surfaces of bearing members 116 from water and debris.

End caps 118 each include an aperture or channel 128 which aligns withan inner channel 124 of inner member 114. Additionally, the diameter ofchannel 128 is approximately the same as the diameter of inner channel124. A fastener (not shown) is received through inner channel 124 andchannel 128 for coupling upper control arm 92 to lower frame assembly12.

Vehicle 2 also includes a rear suspension assembly 130, as shown in FIG.7 . Rear suspension assembly 130 may include a sway bar 132, an uppersuspension member 134, a lower suspension member 136, and a linear forceelement, illustratively, a shock absorber 138. Upper and lowersuspension members 134, 136 may be mounted to rear frame portion 16 oflower frame assembly 12 with mounting members (not shown) similar tomounting members 98 a of front suspension assembly 90.

Additionally, both front shock absorbers 96 and rear shock absorbers 138may be hydraulic or pneumatic shocks with a single spring or coil.Alternatively, shock absorbers 96, 138 may be hydraulic or pneumaticshocks with progressive-coil tender springs, as shown in FIGS. 14 and 15. When shock absorbers 96, 138 include progressive-coil tender springs,the suspension travel may have an auxiliary spring rate to keep the mainspring from becoming loose when at full suspension extension.Additionally, a progressive-coil tender spring may be used in suspensiontuning to maintain a soft spring rate in certain riding events whileallowing for a transition to the stiffer main spring during other ridingevents.

Illustratively, shock absorbers 96, 138 include a hydraulic or pneumaticcylinder 140, a main or primary spring 142, and an auxiliary orsecondary spring illustratively shown as a progressive-coil tenderspring 144. Springs 142, 144 generally surround cylinder 140 and tenderspring 144 is positioned in series with main spring 142. Tender spring144 also may have a length which is less than the length of main spring142 when both tender spring 144 and main spring 142 are in the extendedposition shown in FIG. 14 . Tender spring 144 may be coupled to cylinder140 with a first coupler 141 a and a second coupler 141 b. Additionally,main spring 142 may be coupled to cylinder 140 with second coupler 141 band a third coupler 141 c. Couplers 141 a, 141 b, 141 c may beadjustable along the length of cylinder 140 such that the couplers 141a, 141 b, 141 c may be used to adjust the length of springs 142, 144.

Illustrative tender spring 144 has first, second, third, and fourthcoils 144 a, 144 b, 144 c, 144 d, however, tender spring 144 may haveany number of coils. Tender spring 144 is a progressively wound springsuch that the pitch of first, second, third, and fourth coils 144 a, 144b, 144 c, 144 d of tender spring 144 is different throughout the lengthof tender spring 144. Additionally, the distance between adjacent coils144 a, 144 b, 144 c, 144 d varies such that a distance di between firstcoil 144 a and second coil 144 b is less than a distance d₂ betweensecond coil 144 b and third coil 144 c. A distance d₃ between third coil144 c and fourth coil 144 d is greater than distance d₂. In this way,when tender spring 144 is compressed towards the position of FIG. 15 ,each individual coil 144 a, 144 b, 144 c, 144 d lays on top of the coilbelow one at a time. By varying the distance between each of coils 144a, 144 b, 144 c, 144 d, noise is minimized or eliminated when tenderspring 144 collapses to the compressed position of FIG. 15 because thereis a gradual collapse of tender spring 144 rather than all coils 144 a,144 b, 144 c, 144 d collapsing simultaneously, which may cause spring“chatter” or a “clap” noise. In one embodiment, suspension travelbetween the extended position of FIG. 14 and the compressed position ofFIG. 15 may be approximately 12 inches. However, suspension travel maybe more or less than 12 inches in alternative embodiments. Additionaldetails of front suspension assembly 90 and/or rear suspension assembly130 may be disclosed in U.S. patent application Ser. No. 14/477,589,filed on Sep. 4, 2014, and entitled “SIDE-BY-SIDE VEHICLE” (AttorneyDocket No. PLR-15-26062.03P), the complete disclosure of which isexpressly incorporated by reference herein.

Referring to FIGS. 16-20C, a plurality of body panels of body 32 mayextend into operator area 34. For example, body 32 may include innerpanels 450, a center console 452 positioned between inner panels 450, afloorboard 454, outer panels 462, and a dashboard assembly 150. Innerpanels 450, outer panels 462, and center console 452 may be positionedlaterally along seats 48, 40, floorboard 454 may be positioned belowseats 38, 40, and dashboard assembly 150 is positioned forward of seats38, 40. Floorboard assembly may include a dead pedal 456 for theoperator to rest his/her left foot on during operation of vehicle 2. Athrottle pedal 458 and a brake pedal 460 are both positioned towardscenterline CL from dead pedal 456 such that throttle pedal 458 and brakepedal 460 are positioned intermediate dead pedal 456 and inner panels450.

As shown in FIG. 16 , dashboard assembly 150 includes a plurality ofstorage areas 152, 154. Additionally, dashboard assembly 150 may includea plurality of displays, such as a display 156 positioned generally inthe middle of dashboard assembly 150 and a gauge 158 positioned forwardof operator seat 38. Alternatively, display 156 may be removed fromdashboard assembly 150 to expose an additional storage area for cargowithin operator area 34. As shown in FIG. 16 , display 156, or thestorage area concealed by display 156, are positioned below uppersurface 151 of dashboard assembly 150. Display 156 may be configured forGPS, entertainment, information about vehicle parameters, terrain data,and any other features and information related to vehicle 2.

Gauge 158 is configured to display various dynamic vehicle parameters tothe operator, such as speed, fuel level, engine temperature, rpm, andother data. Illustratively, gauge 158 is positioned below an uppersurface 151 of dashboard assembly 150. Additionally, gauge 158 isforward of a portion of a steering assembly 160, which includes at leasta steering wheel 162, a steering column 163, a steering shaft 164, tierods 166 (FIG. 6 ), and a tilt assembly 168. Tilt assembly 168 includesa hydraulic or pneumatic shock 170, a piston 172 configured forreciprocal movement within shock 170, and a lever 174 which actuatesmovement of piston 172 within shock 170. In one embodiment, steeringassembly 160 may be a sub-assembly configured to couple with vehicle 2as a fully-assembled unit, rather than requiring each individualcomponent of steering assembly 160 to be coupled to vehicle 2 one at atime.

Referring to FIGS. 17A and 17B, dashboard assembly 150 includes astationary portion 157 and a movable portion, illustratively a bezel159. Stationary portion 157 is defined at an upper end by upper surface151 of dashboard assembly 150. More particularly, an upper surface ofgauge 158 and an upper surface of bezel 159 are positioned below uppersurface 151 of dashboard assembly 150. The movable portion, defined bybezel 159, supports gauge 158 and is configured to move between a raisedand a lowered position. As such, because at least a top portion and abottom portion of gauge 158 are supported by bezel 159, gauge 158 moveswith bezel 159 between the raised and lowered positions. Additionally,bezel 159 and gauge 158 move within dashboard assembly 150 and arepositioned below upper surface 151 of dashboard assembly 150 in both theraised and lowered positions.

More particularly, and referring to FIGS. 17D and 17C, gauge 158 isconfigured to move with steering wheel 162 when tilt assembly 168 isactuated to adjust the position of steering wheel 162 for the operator.More particularly, gauge 158 is supported within bezel 159 of dashboardassembly 150 which is coupled to steering column 163 through a bracketassembly 175. For example, as shown in FIGS. 17C and 17D, gauge 158 iscoupled to steering column 163 through a bracket 176 of bracket assembly175 and is fixed thereto with a fastener 177. Additionally, bracket 176is pivotably coupled to a brace 178 which is supported by frame assembly10 and is coupled to tilt assembly 168 through support members 180, 182.Illustratively, a lower end of support member 180 is pivotably coupledto shock 170 of tilt assembly 168 and an upper end of support member 180is coupled to support member 182. In this way, the position andorientation of gauge 158 is fixed relative to steering wheel 162 suchthat when tilt assembly 168 allows steering wheel 162 to move between araised position (FIG. 17C) and a lowered position (FIG. 17D), gauge 158also moves with steering wheel 162 to maintain its position andorientation relative to steering wheel 162. As such, the operator's viewof gauge 158 is not blocked or obstructed by the position of steeringwheel 162. Additionally, the operator's line of sight out of the frontof vehicle 2 is not obstructed by gauge 158 or steering wheel 162because both are positioned below upper surface 151 of dashboardassembly 150.

Referring to FIGS. 18 and 19 , body 32 of vehicle also includesadditionally storage areas 184, 186 within operator area 34. Moreparticularly, storage areas 184 may be positioned rearward of seats 38,40 and include panels or doors 190 which are sealed against body 32 ofvehicle 2. Storage areas 184 may contain an engine control unit (“ECU”)(not shown) or an open volume for cargo or personal effects of eitherthe operator or a passenger. One side of panels 190 is adjacent a recess194 for opening panel 190 when accessing storage areas 184.

Additionally, storage areas 186 also are positioned within operator area34 and are positioned on either side of a center console 185 and belowoperator seat 38 and passenger seat 40. Storage areas 186 may containbatteries (not shown) for vehicle 2, the fuel tank (not shown) ofvehicle 2, or an open volume for cargo or personal effects of theoperator and/or passenger. Similar to panels 190, storage areas 186include panels or doors 188 which also abut recess 194. In oneembodiment, panels 190 are generally identical to panels 188. Recess 194assists the operator or passenger when opening or closing panel 190. Aswith panel 190, panels 188 also may seal against body 32 when in theclosed position. In one embodiment, panel 190 is provided for bothstorage areas 184, 186. Alternatively, panel 190 is provided for storageareas 184 rearward of seats 38, 40 and also for storage area 186positioned below passenger seat 40 while panel 188 is provided forstorage area 186 below operator seat 38.

Referring to FIG. 20A, operator seat 38 and passenger seat 40 may be ina side-by-side configuration within operator area 34 and supported by aseat frame 197 of lower frame assembly 12. Alternatively, seats 38, 40may be in a fore and aft configuration such that passenger seat 40 ispositioned rearward of operator seat 38. Seats 38, 40 each include aseat bottom 42, a seat back 44 positioned above seat bottom 42, and ahead rest 46 positioned above seat bottom 42 and seat back 44 for atleast the operator and a passenger. Seat bottom 42 may be separate fromseat back 44, however, head rest 46 may be integrally formed with seatback 44. Alternatively, head rest 46 may be separate from seat back 44.In a further embodiment, seat bottom 42, seat back 44, and head rest 46all may be coupled together or integrally formed together.

Seat bottoms 42 include forward most edge 43 a, a rearward most edge 43b, and a seating surface 45 which are all supported above seat frame197. Seat bottoms 42 may be coupled to a seat slider assembly 196 suchthat at least seat bottoms 42 slide in a fore and aft direction relativeto seat frame 197. In one embodiment, seat backs 44 are coupled to seatbottoms 42 such that seat backs 44 move with seat bottoms 42 when seatslider assembly 196 is actuated. Additionally, each seat 38, 40 mayinclude a seat belt assembly 198 which may include a shoulder strap 198a and a lap restraint 198 b to secure the operator and the passengerwithin operator area 34 when vehicle 2 is operating.

Referring to FIGS. 20B and 20C, the position of seats 38, 40 allows foradditional leg, hip, and elbow room for the operator and/or passenger.For example, in one embodiment, a lateral distance D₁ defines a hipwidth of seat bottoms 42 and may be approximately 18-25 inches and,illustratively, is approximately 21.7 inches. Additionally, a lateraldistance D₂ between longitudinal centerline C_(L) and doors 200 definesthe elbow room for the operator and/or passenger and may beapproximately 25-30 inches and, illustratively, is approximately 28inches. Referring still to FIG. 20B, a lateral distance D₃ between innerpanel 450 and outer panel 462 defines the operator's legroom and may beapproximately 16-30 inches and, illustratively, may be approximately 20inches. A lateral distance D₄ between inner panel 450 and the lower,inner corner of dead pedal 456 defines the operator's pedal inputlegroom and may be approximately 10-20 inches and, illustratively, maybe approximately 16 inches. Referring to FIG. 20C, the longitudinal andvertical position of operator seat 38 also affects the operator'slegroom such that a longitudinal distance D₅ extends between a verticalplane P₁ which includes the front edge of throttle pedal 458 and frontedge 43 a of seat bottom 42 may be approximately 20-30 inches and,illustratively, may be approximately 25 inches. Also, a distance D₆defines the vertical legroom for the operator and extends between frontedge 43 a of seat bottom 42 and floorboard 454. Distance D₆ may beapproximately 20-30 inches and, illustratively, may be approximately16.6 inches.

Also shown in FIG. 20C is an opening 470 in body 32 and, moreparticularly, in inner panel 450, which extends between the operatorside and the passenger side of operator area 34. Opening 470 ispositioned forward and inward of seats 38, 40 and rearward of pedals458, 460. Additionally, opening 470 is forward of and below centerconsole 452 and above floorboard 454. Opening 470 is bounded by bodypanels, such as a floor panel 472, a rear panel 474, a front panel (notshown) generally opposite rear panel 474, and an upper panel (not shown)generally opposite floor panel 472. Any of floor panel 472, rear panel474, the front panel, and/or the upper panel may include a removableaccess cover (not shown) which may be removed to expose additionalcomponents of vehicle 2. By removing the access cover, other componentsof vehicle 2 (e.g., drive shaft 295) may be serviced. Additionally, netsor cover members may be movably coupled to inner panels 450 to retaincargo within opening 470. In addition to cargo, opening 470 isconfigured to receive accessories for vehicle 2, such as a subwoofer,speaker, audio components, or any other vehicle accessory. Furthermore,air vents, a baffle, or other air flow member may be included withinfloor panel 472, rear panel 474, the front panel, and/or the upper panelof opening 470 and/or may be positioned adjacent opening 470 to directair flow through a lower portion of operator area 34.

As shown in FIGS. 21-26 , vehicle 2 also may include doors 200 forpartially enclosing operator area 34. Doors 200 are supported byintermediate frame portion 18 of lower frame assembly 12 and arepivotably coupled thereto. More particularly, doors 200 are pivotablycoupled to upstanding members 66 of intermediate frame portion 18 oflower frame assembly 12 through a plurality of hinges 202. In this way,doors 200 pivot about upstanding members 66 when moving between a closedposition and an open position to allow ingress and egress from operatorarea 34.

As shown in FIG. 22 , doors 200 include an outer panel 204, an innerpanel 206, and a door frame assembly 208 positioned therebetween. Outerpanel 204 and inner panel 206 may be comprised of a polymeric materialwhile door frame assembly 208 may be comprised of a metallic material(e.g., steel, aluminum). Door frame assembly 208 may be die cast, ratherthan stamped, during formation thereof. Inner panel 206 may includepockets or storage compartments (not shown) for maps, route information,or other items brought into vehicle 2 by the operator and/or passenger.Doors 200 also may have a contour which bows or extends outwardly fromvehicle 2 to increase the operator space within operator area 34.Additional details related to the contour of doors 200 may be found inU.S. patent application Ser. No. 14/434,685, filed on Apr. 9, 2015, andentitled “SIDE-BY-SIDE VEHICLE” (Attorney Docket No. PLR-15-25448.05P),the complete disclosure of which is expressly incorporated by referenceherein.

An inner surface of outer panel 204 includes a plurality of brackets forsupporting various components of doors 200. More particularly, brackets210 on outer panel 204 align with apertures 212 on hinges 202 andapertures 214 on door frame assembly 208 to couple hinges 202 to doorframe assembly 208 and outer panel 204. Additionally, a bracket 216 onouter panel 204 aligns with an aperture 218 on the outer surface ofinner panel 206 to couple inner panel 206 to outer panel 204. Outerpanel 204 is also coupled to door frame assembly 208 and inner panel 206through a bracket 220 on the inner surface of outer panel 204. Moreparticularly, as shown in FIG. 22 , bracket 220 aligns with an aperture222 on door frame assembly 208 and an aperture 224 on inner panel 206for coupling together outer panel 204, inner panel 206, and door frameassembly 208. Similarly, a bracket 226 on the inner surface of outerpanel 204 aligns with an aperture 228 and an aperture 230 on door frameassembly 208 and aligns with an aperture 232 on inner panel 206 to alsocouple together outer panel 204, inner panel 206, and door frameassembly 208.

Doors 200 also include an outer handle or latch 234 which is operablycoupled to outer panel 204 with fasteners 236. When entering vehicle 2,the operator or passenger may pull on outer handle 234 to release alatch mechanism of doors 200 to open doors 200. A latch assembly 240also may be coupled to door frame assembly 208 and inner panel 206 tofacilitate opening the doors when the operator and/or passenger areexiting vehicle 2. Latch assembly 240 includes an inner handle or latch242, a latching member 244, a tension or spring assembly 248 operablycoupled to inner handle 242 and latching member 244, and a bracket 246for supporting spring assembly 248. To support latch assembly 240 ondoors 200, a bracket 250 on the inner surface of outer panel 204 alignswith an aperture 252 on door frame assembly 208 and an aperture 254 oninner handle 242 and a fastener is received therethrough. Latchingmember 244 is supported on door frame assembly 208 with fastenersreceived through apertures 256 on latching member 244 and apertures 258on door frame assembly 208. In one embodiment, as shown in FIG. 24 , agrab bar 270 is coupled to at least inner panel 206 of doors 200 and maybe coupled or adjacent to inner handle 242 and latching member 244.Spring assembly 248 is coupled to door frame assembly 208 with fastenersreceived through apertures 260 on bracket 246 which are aligned withapertures 262 on door frame assembly 208 assembly. As such, springassembly 248 is fully concealed between door frame assembly 208 andinner panel 206 such that spring assembly 248 is not visible to theoperator, the passenger, or anyone outside of vehicle 2.

Spring assembly 248 is movably coupled to inner handle 242 and latchingmember 244 such that when the operator or passenger pulls on innerhandle 242, spring assembly 248 releases and doors 200 are able to open.As shown in FIGS. 21-23 , spring assembly 248 also includes a catchmember 264 which is configured to receive and release a latch 266coupled to third upstanding member 68 through a bracket 268. Moreparticularly, catch member 264 may be a detent member configured toreceive latch 266 to secure door 200 in the closed position duringoperation of vehicle 2. However, when the operator or passenger opensdoors 200, the operator or passenger pulls on inner handle 242 whichcauses catch member 264 to release latch 266, thereby allowing doors 200to pivot to the open position. Similarly, when the operator or passengeropens door 200 with outer handle 234, catch member 264 releases latch266 to allow ingress into operator area 34.

Additionally, when opening and closing doors 200, outer panel 204, innerpanel 206, and door frame assembly 208 are fixed relative to each otherand pivot together about upstanding member 66 through hinges 202. Asshown in FIG. 21 , hinges 202 are concealed because hinges 202 arepositioned along the inner surface of outer panel 204 such that hinges202 are not visible from the outside of vehicle 2. More particularly, asshown in FIGS. 25-26B, hinges 202 are concealed when doors 200 are inthe open position (FIG. 25 ), the partially closed position (FIG. 26A),and the fully closed position (FIG. 26B). Hinges 202 are pivotablycoupled to arms 274 on upstanding members 66. In one embodiment, hinges202 are removably coupled to arms 274 with a fastener 272.Illustratively, fastener 272 is received vertically throughvertically-oriented apertures 273 of hinges 202 and avertically-oriented channel 275 of arms 274. Arms 274 may be removablyor permanently coupled to upstanding members 66. Arms 274 include anengagement surface 276 for engaging a stop surface 278 on hinges 202when doors 200 are in the open position (FIG. 25 ). As such, when doors200 are open, engagement surface 276 is in contact with stop surface 278to which prevents over-rotation of doors 200. Conversely, when closingdoors 200, engagements surface 276 is spaced apart from stop surface 278and is not in contact therewith. As such, doors 200 pivot freely to theclosed position (FIG. 26B). A seal 286 (FIG. 22 ) may be coupled to aportion of doors 200 such that doors 200 seal against body 32 of vehicle2.

Furthermore, as shown in FIGS. 1-4 , doors 200 have a longitudinal widthW_(D) which is approximately equal to a longitudinal width Wo of anopening between front and rear upstanding members 22, 24. As such, inone embodiment, doors 200 generally extend completely across thelongitudinal opening of operator area 34. As shown in FIGS. 1-4 and 22 ,an upper portion 280 of outer panel 204, an upper portion 282 of innerpanel 206, and an upper portion 284 of door frame assembly 208 eachextends upwardly from outer handle 234 and latching assembly 240 suchthat doors 200 contact a portion of rear upstanding members 24.Illustratively, upper portions 280, 282, 284 are positioned below headrests 46 and are adjacent seat backs 44 but extend into upper frameassembly 20 and are positioned above an upper surface of rear cargo area30. As such, doors 200 are positioned within a bolster area of lowerframe assembly 12 adjacent seat backs 44 such that additional framemembers are not required in that area. More particularly, and as shownin FIG. 3 , upper portion 280 of doors 200 is positioned atapproximately the shoulder height of the operator and the passenger toextend along the entire body below the head of the operator and/or thepassenger. Additionally, the height of a forward portion of doors 200,defined by a forward portion 288 of outer panel 204 and a forwardportion 290 of inner panel 206, is approximately the same as the heightof upper portions 280, 282, 284, relative to longitudinal member 60 andground surface G when in the position shown in FIG. 3 . For example, inone embodiment, a height H₁ from the bottom surface of longitudinalmember 60 to upper portion 280 of door 200 may be approximately 32-38inches and, illustratively, may be approximately 35 inches. Conversely,the height of a portion of doors intermediate forward portions 288, 290and upper portions 280, 282, 284 may be less than the height of forwardportions 288, 290 and upper portions 280, 282, 284, relative tolongitudinal member 60 and ground surface G when in the position shownin FIG. 3 , thereby increasing the operator's line of sight over doors200.

Upper portion 284 of door frame assembly 208 may be configured as anaccessory mount. For example, while illustrative doors 200 are shown ashalf-doors, an upper portion of doors 200 may be coupled to upperportion 284 of door frame assembly 208 to define a full-door for vehicle2. More particularly, upper portion 284 of door frame assembly 208includes a plurality of slots or apertures 263 which are configured toreceive fasteners for coupling an accessory to doors 200, such as a hardplastic upper door, a canvas upper door, fabric side nets, or any otheraccessory configured for attachment to doors 200. Alternatively, theupper door or any other accessory may be coupled to upper portions 280,282 of outer and inner panels 204, 206, rather than coupled to doorframe assembly 208.

Referring to FIGS. 27-37 , vehicle 2 further includes an air intakeassembly 300. Air intake assembly 300 includes a first conduit 302 and asecond conduit 304. First and second conduits 302, 304 are fluidlycoupled to at least one application device of vehicle 2, for examplepowertrain assembly 292 of vehicle 2. More particularly, in oneembodiment, first conduit 302 defines a first flow path fluidly coupledto engine 294 and second conduit 304 defines a second flow path fluidlycoupled to CVT 296. First and second conduits 302, 304 each include anair inlet 306, 308, respectively. Air inlets 306, 308 each have an airopening or intake 310, 312, respectively, which may be angled relativeto each other or parallel to each other. For example, in one embodiment,air intakes 310, 312 are angled relative to each other such that airintake 312 may generally face an operator side or a left side L ofvehicle 2 and air intake 310 may generally face a passenger side orright side R of vehicle 2 (FIG. 33 ). Illustratively, air intake 310 maybe angled toward right side R at approximately 45° from centerline C_(L)and air intake 312 may be angled toward left side L at approximately 45°from centerline CL. However, in a further embodiment, air intake 312 maybe oriented at any angle relative to air intake 310. Alternatively, airintakes 310, 312 may be parallel to each other such that each air intake310, 312 receives air from the same direction and from the same side ofvehicle 2. For example, both air intakes 310, 312 may face towards rightR, left side L, a front side F, or a rear side RS of vehicle 2 to pullair into first and second conduits 302, 304.

Referring to FIGS. 27 and 28 , first and second conduits 302, 304 eachmay include a single or unitary member extending between air inlets 306,308 and the at least one application device (e.g., powertrain assembly292). Alternatively, as shown in FIGS. 27 and 28 , first and secondconduits 302, 304 may be comprised of multiple members fluidly coupledtogether and extending between air inlets 306, 308 and the applicationdevice. For example, illustrative first conduit 302 includes a firstmember 314 a, a second member 316 a, a third member 318 a, and a fourthmember 320 a, and illustrative second conduit 304 includes a firstmember 314 b, a second member 316 b, a third member 318 b, and a fourthmember 320 b. Fourth members 320 a, 320 b define the outlets of firstand second air conduits 302, 304, respectively, and the outlets arepositioned rearward of seat frame 197. Additionally, at least one of theoutlets defined by fourth members 320 a, 320 b is positioned rearward ofrearward most edge 43 b of seat bottom 42. As shown in at least FIG. 32, the outlet defined by fourth member 320 a is positioned in a generallyvertical direction and may be angled relative to the directions of firstand second intakes 310, 312 and the outlet defined by fourth member 320b is positioned in a generally rearward direction and may be angledrelative to the directions of first and second intakes 310, 312.

Illustratively, first and third members 314 a, 314 b, 318 a, 318 b maybe rigid housing members comprised of a rigid polymeric or metallicmaterial while second and fourth members 316 a, 316 b, 320 a, 320 b maybe flexible housing members comprised a flexible polymeric material. Inone embodiment, first and third members 314 a, 314 b, 318 a, 318 b areformed through a blow-molding process and second and fourth members 316a, 316 b, 320 a, 320 b are formed through an injection molding process.

As shown in FIGS. 27 and 28 , first air conduit 302 is fluidly coupledto an airbox assembly 322 of vehicle 2, which includes a chamber 324, ahousing 326, and a conduit 328. Chamber 324 is configured as a tuningchamber to adjust the noise from the air flowing through first airconduit 302 and into housing 326. Chamber 324 is fluidly coupled tohousing 326 which includes a filter therein for filtering debris,contaminants, particulates, and other matter from the air flowing fromfirst air conduit 302 and into engine 294 through conduit 328. Moreparticularly, conduit 328 is fluidly coupled to an intake manifold 332of engine 294, as shown in FIG. 29 , for passing filtered air intoengine 294 for combustion therein.

Referring to FIGS. 27-31 , second air conduit 304 is fluidly coupled toCVT 296 and, more particularly, is coupled to intake port 330 of CVT296. CVT 296 also may receive a secondary source of air from anauxiliary conduit 334. Auxiliary conduit 334 is fluidly coupled to oneof the clutches of CVT 296 and provides cooling air to CVT 296. Air fromboth second air conduit 304 and auxiliary conduit 334 is exhaustedthrough an exhaust port 336 and an exhaust conduit 338 which faceseither right side R or left side L of vehicle 2. Alternatively, exhaustconduit 338 may face rear side RS of vehicle 2 to expel air from CVT296.

As shown in FIGS. 29-31 , auxiliary conduit 334 may receive ambient airfrom either right side R or left side L of vehicle 2. More particularly,auxiliary conduit extends between CVT 296 and an intake port 342supported by body 32 of vehicle 2. A screen or filter 340 may positionedoutwardly from intake port 342 and supported by body 32. Screen 340prevents debris, contaminants, and other matter (e.g., stones) fromentering CVT 296. In one embodiment, screen 340 is flush with body 32and coupled thereto with fasteners 339. In this way, CVT 296 receivescooling air from two distinct sources of air — second air conduit 304and auxiliary conduit 334—each positioned at different locations withinvehicle 2. Illustratively, CVT 296 receives a first flow of air from airinlet 312 forward of operator area 34 and a second flow of air from alocation rearward of air inlet 312. In particular, air inlet 312 ispositioned forward of forward most edge 43 a of seat bottom 42 andintake port 342 is positioned rearward of forward most edge 43 a.Therefore, should either of these air sources become clogged orotherwise have a decreased air flow, the other conduit continues toprovide cooling air to CVT 296. Additional details of CVT 296 may bedisclosed in U.S. patent application Ser. No. 14/475,385, filed on Sep.2, 2014, and entitled “CONTINUOUSLY VARIABLE TRANSMISSION” (AttorneyDocket No. PLR-15-26520.01P), the complete disclosure of which isexpressly incorporated by reference herein.

Referring to FIGS. 32-37 , in one embodiment, powertrain assembly 292 issupported above plate 72 and/or plate 84 and is positioned generallyrearward of seats 38, 40 in operator area 34. However, a portion of airintake assembly 300 may be supported by front frame portion 14 such thatfirst and second air conduits 302, 304 extend from front frame portion13, through intermediate frame portion 18, and into rear frame portion16. For example, as shown in FIG. 32 , air inlets 306, 308, firstmembers 314 a, 314 b, and at least a portion of second members 316 a,316 b may be positioned within front frame portion 14. Additionally, aportion of second members 316 a, 316 b, third members 318 a, 318 b, andfourth members 320 a, 320 b extend through intermediate frame portion18. Chamber 324 of airbox assembly 322 also may be positioned withinintermediate frame portion 18. Fourth member 320 b may extend into rearframe portion 16 to couple with intake port 330 of CVT 296, which isrearward of intermediate frame portion 18. To limit interference withcomponents within operator area 34, first and second air conduits 302,304 extend through intermediate frame portion 18 at a position adjacentplate 72 and below seat frame 197.

Alternatively, air intake assembly 300 may be supported by only rearframe portion 16 or intermediate frame portion 18. Additionally, asshown in the illustrative embodiment of FIG. 33 , first air inlet 306may be supported by front frame portion 14 while second air inlet 308may be supported by rear frame portion 16. As such, first air conduit302 extends from front frame portion 14 to rear frame portion 16 whilesecond air conduit 304 is positioned at rear frame portion 16 only.Furthermore, while the illustrative embodiment of FIG. 33 discloses bothfirst and second air inlets 306, 308 positioned along longitudinalcenterline CL of vehicle 2, first and/or second air inlets 306, 308 maybe positioned along right side R and/or left side L of vehicle 2, oralong any portion of vehicle 2 between front frame portion 14 and rearframe portion 16 and between right side R and left side L. For example,as shown in FIG. 33 , the configuration of vehicle 2 may define anenvelope when viewed from above which includes right side R, left sideL, front side F, and rear side RS, and first and second air inlets 306,308 may face right side R, left side L, front side F, and/or rear sideRS.

Referring to FIGS. 32 and 34-37 , when air intake assembly 300 isconfigured as shown in FIG. 32 such that first and second air conduits302, 304 extend from front frame portion 14 to rear frame portion 16,first and second air inlets 306, 308 may be supported below a hood 344of body 32 (FIG. 36 ). By coupling first and second air inlets 306, 308to body member 346, first and second air inlets 306, 308 are positionedforward of forward most edge 43 a of seat bottom 42 and also arepositioned vertically above seating surface 45 of seat bottom 42. In oneembodiment, first and second air inlets 306, 308 may extend throughopenings in a body member 346, illustratively a hood liner, positionedbelow hood 344 and extend upwardly therefrom. Additionally, an upper endof first members 314 a, 314 b also may extend upwardly through theopenings in body member 346 to couple with the lower ends of first andsecond air inlets 306, 308. Collars 348 may be provided around the upperends of first members 314 a, 314 b to couple the lower ends of first andsecond air inlets 306, 308 thereto. In this way, first and second airinlets 306, 308 are supported above body member 346 but are not directlycoupled thereto, which may reduce the number of components under hood344 that are needed for supporting first and second air inlets 306, 308on front frame portion 14. Additionally, collars 348 may couple firstmembers 314 a, 314 b to second members 316 a, 316 b, second members 316a, 316 b to third members 318 a, 318 b, and/or third members 318 a, 318b to fourth members 320 a, 320 b.

Additionally, as shown in FIG. 34 , air intakes 310, 312 may be angledaway from each other such that first air intake 310 is angled towardright side R of vehicle 2 and second air intake 312 is angled towardleft side L of vehicle 2. In one embodiment, first air inlet 310 isangled approximately 45° from longitudinal centerline CL and towardright side R while second air inlet 312 is angled approximately 45° fromlongitudinal centerline CL and toward left side L. Alternatively, asdisclosed herein, first and second air intakes 310, 312 may be parallelto each other or may be angled relative to each other at any orientationbetween left side L and right side L of vehicle 2. By angling first andsecond air inlets 310, 312, the intake of water, dust, or debris may beminimized.

Referring to FIG. 36 , during operation of vehicle 2, ambient air flowsinto air intake assembly 300 to provide combustion air to engine 294 andcooling air to CVT 296. More particularly, ambient air A is received atfront side F (FIG. 33 ) of vehicle 2 and initially flows through agrille 350 supported by body 32. After ambient air A passes throughgrille 350, the air flow divides into two separate air paths, where oneair path B flows toward air inlets 306, 308 and another air path C flowstoward radiator 352. Air path C may be cooling air for engine 294 whichflows through a radiator 352 before reaching engine 294.

Because body member 346 (FIG. 36 ) has a recess at portion 354 whichvertically overlaps a portion of grille 350, air path B is able to flowupwardly over body member 346 and toward air inlets 306, 308.Additionally, other openings (not shown) in hood 344 may also receiveair above body member 346 which combines with air path B and flowstoward inlets 306, 308. The air path B flows into first and second airinlets 306, 308 and through first and second air conduits 302, 304toward an application device (e.g., powertrain assembly 292).Additionally, because illustrative air intakes 310, 312 are angledrelative to each other, air intakes 310, 312 do not scavenge air fromeach other such that each air intake 310, 312 receives approximately thesame quantity of air therein. Alternatively, air intakes 310, 312 may besized to receive different quantities of air.

As a portion of air path B flows through first air inlet 306, air flowsthrough first member 314 a, through second member 316 a, through thirdmember 318 a, and through fourth member 320 a before flowing intochamber 324 of airbox assembly 322 and flowing through the filter (notshown) within housing 326 and ultimately into manifold 332 of engine 294through conduit 328. A portion of air path B simultaneously flowsthrough second air inlet 308, into first member 314 b, through secondmember 316 b, into third member 318 b, and through fourth member 320 bbefore flowing into intake port 330 of CVT 296.

As shown in FIG. 37 , third members 318 a, 318 b may be integrallyformed within a single or unitary housing member 356. Housing member 356is positioned below seat frame 197 and, therefore, below seat bottoms 42(FIG. 32 ). Additionally, housing member 356 may extend generallylongitudinally along centerline C_(L). In one embodiment, housing member356 may be a blow-molded component defining a portion of both first airconduit 302 and second air conduit 304. Illustratively, housing member356 includes a wall or separation member 357 positioned intermediatefirst and second members 318 a, 318 b which maintains separation betweenfirst and second air conduits 302, 304 such that air flowing throughfirst air conduit 302 is not mixed with or scavenged from the airflowing through second air conduit 304. Therefore, by including baffle357, first and second air conduits 302, 304 are not starved for air andair from one of first and second conduits 302, 304 is not recirculatedthrough the other of first and second conduit 302, 304. Similarly, inone embodiment, first members 314 a, 314 b also may be contained withina single or unitary housing member and separated by a baffle.

Additionally, baffle 357 and/or other portions of housing member 356 maydefine a routing tray 358 for supporting a plurality of tubes, conduits,or wires from front frame portion 14 to intermediate frame portion 18and/or rear frame portion 16. In one embodiment, housing member 356includes an integral coupling member, illustratively a tab 355, forcoupling housing member 356 to a tunnel or floor member 360 of body 32with a fastener 359. Tunnel member 360 may extend through a portion ofoperator area 34 and generally conceal portions of air intake assembly300, drive shaft 295 (FIG. 12 ), or other components of vehicle 2.Alternatively, fastener 359 may couple housing 356 to a portion of lowerframe assembly 12.

Any of inlets 306, 308, first members 314 a, 314 b, second members 316a, 316 b, third members 318 a, 318 b, and/or fourth members 320 a, 320 bmay include a filter member (not shown) for filtering debris,contaminants, particulates, or other matter from ambient air A enteringair intake assembly 300. Additionally, any of inlets 306, 308, firstmembers 314 a, 314 b, second members 316 a, 316 b, third members 318 a,318 b, and/or fourth members 320 a, 320 b may include a drain line (notshown) for draining water or other fluids from air intake assembly 300.Also, the size, orientation, or position of any of first members 314 a,314 b, second members 316 a, 316 b, third members 318 a, 318 b, and/orfourth members 320 a, 320 b may be adjusted or tuned to accommodatevarious performance and/or noise requirements.

Referring now to FIGS. 38 and 39 , vehicle 2 further includes an exhaustassembly 362. Exhaust assembly 362 includes a first heat shield 364, anexhaust manifold 366, exhaust tubing 368, a muffler or silencer 370, asecond heat shield 372, an exhaust pipe or tailpipe 374, a sensor 376,illustratively an oxygen sensor, a third heat shield 378, and a fourthheat shield 380. In one embodiment, first heat shield 364 is positionedforward of exhaust manifold 366 and has a generally concave orsemi-circular configuration. Exhaust manifold 366 is generallysurrounded by third heat shield 378 defined by members 378 a, 378 b, 378c, 378 d, 378 e which are coupled together through collars 382. Thirdheat shield 378 also surrounds at least a portion of exhaust tubing 368.For example, at least members 378 c, 378 d generally surround a portionof exhaust tubing 368. Fourth heat shield 380 also surrounds a portionof exhaust tubing 368 and may be coupled to exhaust tubing 368 and/orthird heat shield 378 with collars 382.

Second heat shield 372 generally surrounds at least a portion of muffler370 and includes a first member 372 a and a second member 372 b.Illustratively, second member 372 b is positioned forward of firstmember 372 a such that second member 372 b is intermediate the outersurface of muffler 370 and the inner surface of first member 372 a. Inone embodiment, first and/or second members 372 a, 372 b of second heatshield 372 may be comprised of a plurality of different layers therein.For example, first and/or second members 372 a, 372 b of second heatshield 372 may be comprised of six layers of insulating material. Byproviding first, second, third, and fourth heat shields 364, 372, 378,380, the heat dissipated by exhaust assembly 362 may not affect othercomponents of vehicle 2.

Referring to FIGS. 40-49 , rear cargo area 30 of vehicle 2 is supportedon rear frame portion 16 and, more particularly, is supported on upperlongitudinal members 80. Rear cargo area 30 includes a cargo box 384, acargo box frame 386, and a tilt assembly 388 which includes a shockabsorber 390 having a pneumatic or hydraulic cylinder 392 and a piston394. Additionally, tilt assembly 388 includes mounting members 396, pins398, fasteners 400, and bushings 399. As shown in FIG. 3 , rear cargoarea 30 is positioned above exhaust assembly 362 and cargo box frame 386may be generally parallel to upper longitudinal members 80 of rear frameportion 16 when cargo box 384 is in a lowered position.

As shown in FIGS. 40-43B, cargo box 384 is configured to pivot betweenthe lowered position (FIG. 3 ), in which a cargo surface 422 of cargobox 384 is generally parallel to the ground, and a raised or tiltedposition (FIG. 40 ), in which cargo surface 422 is angled relative tothe ground. More particularly, cargo box 384 is pivotally coupled toupper longitudinal members 80 with mounting members 396 of tilt assembly388. Mounting members 396 are coupled to cargo box frame 386 and areconfigured to receive pins 398 through apertures therein. Pin 398 isreceived through bushing 399 which is supported on the rearward ends ofupper longitudinal members 80 and is secured to bushing 399 and mountingmembers 396 with fasteners 400. As such, cargo box 384 is configured topivot about pin 398 between the lowered position and the raisedposition. As shown in FIGS. 40 and 43 , cargo box 384 is configured topivot above exhaust assembly 362 and, more particularly, to pivot abovemuffler 370. In particular, the pivot point for cargo box 384, definedby pin 398 and bushing 399, is positioned forward of a mid-line M_(L) ofmuffler 370 (FIG. 43B). By positioning the pivot point for cargo box 384above muffler 370 and forward of mid-line M_(L), rather than rearward ofmid-line M_(L) of muffler 370, the length of lower frame assembly 12remains the same and does not need to be extended to accommodate thepivoting movement of cargo box 384. Additionally, as shown in FIG. 40 ,second heat shield 372 is positioned immediately adjacent muffler 370such that second heat shield 372 is close to the outer surface ofmuffler 370. In this way, additional clearance is provided for tiltingcargo box 384 without cargo box contacting second heat shield 372.

Tilt assembly 388 may prevent cargo box 384 from contacting muffler 370or another component of exhaust assembly 362 when in the raisedposition. More particularly, shock absorber 390 may be used to assist inpivoting cargo box 384 between the raised and lowered positions.Illustratively, an upper end of shock absorber 390 is pivotably coupledto cargo box frame 386 with a pin 402 and a lower end of shock absorber390 is pivotably coupled to a bracket 406 of rear frame portion 16through a pin 404. In this way, shock absorber 390 is configured topivot relative to rear frame portion 16 and cargo box frame 386 whenraising and lowering cargo box 384. In one embodiment, shock absorber390 is configured to raise cargo box 384 to a predetermined height andangle to avoid over-pivoting cargo box 384 to a position in which cargobox 384 contacts other components of vehicle 2, for example exhaustassembly 362. Additionally, as shown in FIG. 47 , rear cargo area 30 mayinclude a lever 424 to actuate shock absorber 390 when raising andlowering cargo box 384.

Alternatively, if shock absorber 390 is not provided, cargo box 384 isstill prevented from over-pivoting to a position in which cargo box 384contacts a portion of exhaust assembly 362. For example, cargo box frame386 includes a stop member 408 positioned within a gap 387 definedbetween a bottom surface 385 of cargo box 384 and an envelope 389 ofvehicle including rear frame portion 16 (FIG. 43A). Stop member 408 isconfigured to contact an engagement surface 410 of upper longitudinalmembers 80 of rear frame portion 16 when cargo box 384 is in the raisedposition. As such, the cooperation between stop member 408 andengagement surface 410 provides a hard stop when tilting cargo box 384such that cargo box 384 does not over-pivot and contact any component ofexhaust assembly 362. As such, both with and without shock absorber 390,cargo box 384 remains spaced apart from exhaust assembly 362 when inboth the raised and lowered positions. Alternatively, upper longitudinalmembers 80 may include stop member 408 such that stop member 408 may beconfigured to contact an engagement surface on cargo box frame 386.

Referring to FIGS. 44-46 , rear cargo area 30 may include a tailgate 412rotatably coupled to cargo box 384. Illustrative tailgate 412 includesan outer member 414, an inner member 416, and an intermediate member 418positioned therebetween. Inner and outer members 416, 414 may becomprised of a polymeric material and intermediate member 418 may becomprised of a polymeric and/or metallic material. Outer, inner, andintermediate members 414, 416, 418 are coupled together with a pluralityof fasteners 419 a. Alternatively, inner and intermediate members 416,418 may be coupled together with fasteners 419 a and outer member 414may be configured to snap onto intermediate member 418 through theplurality of friction fit fasteners 419 b. Outer, inner, andintermediate members 414, 416, 418 are configured to rotate togetherbetween a raised and lowered positioned to add or remove cargo fromcargo box 384. Straps 420 are coupled to inner member 416 and cargo box384 to hold tailgate 412 in a predetermined position when rotating tothe lowered position. As such, straps 420 allow tailgate 412 to remainin a horizontal configuration when in the lowered position to become anextension of cargo surface 422 (FIG. 47 ) of cargo box 384, rather thanrotating to a position below cargo surface 422 of cargo box 384.

A latching member 436 is operably coupled to inner member 416 andextends through an opening 438 in intermediate member 418 and an opening440 in outer member 414. Latching member 436 latches and releasestailgate 412 to allow tailgate 412 to pivot between the raised andlowered positions.

Referring to FIG. 47 , cargo box 384 also includes side walls 426positioned generally perpendicular to tailgate 412 and a front wall 427of cargo box 384. In one embodiment, side walls 426 include at least onestorage area 428. Storage area 428 may be integrally formed within sidewalls 426 and can be used to contain various objects, such as jumpercables, tow ropes, tools, personal effects of the operator and/orpassenger, and other item which may be positioned within storage area428. To contain cargo positioned within storage area 428, a cover 430may be rotatably coupled to side walls 426. More particularly, cover 430may include latching members 432 which are received within recesses 433on side walls 426 when cover 430 is in the raised position and cargo iscontained within storage area 428. Additionally, hinge members 434couple with hinge members (not shown) on cover 430 to allow cover 430 torotate to between the raised position and a lowered position in whichstorage area 428 is exposed. Illustratively, because storage areas 428are integrally formed within side walls 426 of cargo box 384, storageareas 428 are configured to pivot with cargo box 384.

By including storage areas 428 in side walls 426 of cargo box 384, thedimensions of cargo box 384 are not reduced to accommodate theadditional storage. For example, cargo box 384 may extend approximately20-35 inches in the longitudinal direction, approximately 40-50 inchesbetween the inner surfaces of side walls 426 in the lateral direction,approximately 55-65 inches between the outer surfaces of side walls 426in the lateral direction, and approximately 5-15 inches in the verticaldirection. Illustratively, cargo box 384 extends approximately 27 inchesin the longitudinal direction, approximately 45 inches between the innersurfaces of side walls 426 in the lateral direction, approximately 60inches between the outer surfaces of side walls 426 in the lateraldirection, and approximately 12 inches in the vertical direction.

An alternative embodiment of rear cargo area 30 is shown as a rear cargoarea 30′ in FIGS. 48-50 . Rear cargo area 30′ includes a cargo box 384′with a front wall 427′, side walls 426′, and a cargo surface 422′. Cargois configured to be positioned on cargo surface 422′ and containedbetween side walls 426′ and front wall 427′. Additionally, rear cargoarea 30′ includes storage areas 428′ positioned on one or both lateralsides of cargo box 384′ for containing additional cargo in rear cargoarea 30′. Storage areas 428′ may be removably coupled to rear frameportion 16. Storage areas 428′ include covers 430′ which are rotatableabout hinge members 434′ between a raised position in which storageareas 428′ are exposed and a lowered position in which cargo iscontained within storage areas 428′. Covers 430′ are sealed againststorage areas 428′ such that storage areas 428′ define dry storage forrear cargo area 30′.

Cargo surface 422′ of cargo box 384′ is configured to tilt between araised and a lowered position. However, storage areas 428′ remainstationary relative to cargo surface 422′ and lower frame assembly 12and are not configured to pivot with cargo box 384′. As such, cargowithin storage areas 428′ remains stationary while cargo within cargobox 384′ pivots with cargo box 384′. In this way, cargo box 384′includes a first storage area defined by cargo surface 422′ andconfigured to pivot relative to lower frame assembly 12 and a secondcargo area defined by storage areas 428′ and fixed to lower frameassembly.

Additionally, and as shown in FIG. 50 , because storage areas 428′ areremovably coupled to rear frame portion 16, side walls 426′ of cargo box384′ may be configured to pivot laterally to define a full-size,flat-bed style cargo box. More particularly, side walls 426′ includeextension portions 442 which are received within the lateral ends offront wall 427′ when storage areas 428′ are included on vehicle 2.However, when storage areas 428′ are removed from vehicle 2, side walls426′ pivot laterally outwardly from front wall 427′ to expose extensionportions 442 such that extension portions 442 define an extension offront wall 427′ and side walls 426′ define an extension of cargo surface422′. When in the extended position shown in FIG. 50 , side walls 426′and extension portions 442 are configured to tilt with cargo surface422′ between the raised and lowered position.

In one embodiment, each storage area 428′ extends approximately 20-35inches in the longitudinal direction, approximately 5-12 inches in thelateral direction, and approximately 5-15 inches in the verticaldirection. Illustratively, each storage area 428′ extends approximately28 inches in the longitudinal direction, approximately 8.5 inches in thelateral direction, and approximately 10 inches in the verticaldirection. Additionally, when storage areas 428′ are included on vehicle2, cargo box 384′ extends approximately 20-35 inches in the longitudinaldirection, approximately 30-40 inches in the lateral direction, andapproximately 5-15 inches in the vertical direction. Illustratively,cargo box 384′ extends approximately 28 inches in the longitudinaldirection, approximately 36 inches in the lateral direction, andapproximately 10 inches in the vertical direction. However, when storageareas 428′ are removed and side walls 426′ are pivoted to the loweredposition such that extension portions 442 are exposed, cargo box 384′may extend approximately 28 inches in the longitudinal direction,approximately 56 inches in the lateral direction, and approximately 10inches in the vertical direction.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1.-29. (canceled)
 30. A utility vehicle comprising: a plurality ofground engaging members; a frame supported by the plurality of groundengaging members; an engine supported by the frame; a continuouslyvariable transmission (“CVT”) operatively coupled to the engine and atleast one of the plurality of ground engaging members; and an air intakeincluding members defining an interior space into which air is receivedthrough at least one opening, a first air inlet fluidly coupled to theengine, and second air inlet fluidly coupled to the CVT, the at leastone opening fluidly communicating with the first air inlet and with thesecond air inlet, the air intake including a housing member defining thefirst air inlet and the second air inlet, wherein the at least oneopening is in fluid communication with an interior space defined by themembers, wherein the first air inlet is operable to receive a portion ofair flowing out of the interior space which then flows to the engine andthe second air inlet is operable to receive a portion of air flowing outof the interior space which then flows to the CVT.
 31. The utilityvehicle of claim 30, wherein the air intake includes a conduit fluidlycoupling the second air inlet with the CVT.
 32. The utility vehicle ofclaim 30, wherein the air intake includes a conduit fluidly coupling thefirst air inlet with the engine.
 33. The utility vehicle of claim 30,wherein the air intake includes a filter member disposed along fluidflow path defined at least partially by the second air inlet.
 34. Theutility vehicle of claim 30, wherein the first air inlet and the secondair inlet are positioned adjacent each other.
 35. The utility vehicle ofclaim 30, wherein the CVT includes a CVT housing defining an exhaustport positioned in a top portion of the CVT housing.
 36. The utilityvehicle of claim 35, wherein the exhaust port is positioned at arearward portion of the CVT housing.
 37. The utility vehicle of claim35, further comprising a CVT exhaust conduit, wherein the CVT exhaustconduit extends from the exhaust port of the CVT and includes a bendtoward a right side of the utility vehicle.
 38. A utility vehiclecomprising: a plurality of ground engaging members; a frame supported bythe plurality of ground engaging members; an engine supported by theframe; a continuously variable transmission (“CVT”) including a driveclutch operatively coupled to the engine and a driven clutch operativelycoupled to the drive clutch, the driven clutch being further operativelycoupled to at least one of the plurality of ground engaging members; andan air intake including at least one opening, a first air inlet, and asecond air inlet, the opening in fluid communication with the first airinlet and the second air inlet, the first air inlet in fluidcommunication with the engine and the second air inlet in fluidcommunication with the CVT, wherein a portion of air entering into theair intake via the at least one opening is received by the first airintake and is subsequently received by the engine and another portion ofair entering into the air intake via the at least one opening isreceived by the second air intake and is subsequently received by theCVT, the air intake including a first conduit fluidly coupled to thefirst air inlet and the engine, a second conduit fluidly coupled to thesecond air inlet and the CVT.
 39. The utility vehicle of claim 38,wherein the air intake includes a third conduit fluidly coupled to theCVT, wherein an outlet of one of the second and third conduits isdisposed closer to the drive clutch than to the driven clutch.
 40. Theutility vehicle of claim 38, wherein the air intake includes a filtermember disposed along fluid flow path defined at least partially by thesecond air inlet.
 41. The utility vehicle of claim 38, wherein the firstair inlet and the second air inlet are positioned adjacent each other.42. The utility vehicle of claim 38, wherein the CVT includes a CVThousing defining an exhaust port positioned in a top portion of the CVThousing.
 43. The utility vehicle of claim 42, wherein the exhaust portis positioned at a rearward portion of the CVT housing.
 44. The utilityvehicle of claim 42, further comprising a CVT exhaust conduit, whereinthe CVT exhaust conduit extends from the exhaust port of the CVT andincludes a bend toward a right side of the utility vehicle.
 45. Autility vehicle comprising: a plurality of ground engaging members; aframe supported by the plurality of ground engaging members; an enginesupported by the frame; a continuously variable transmission (“CVT”)operatively coupled to the engine and at least one of the plurality ofground engaging members; and an air intake assembly having a housingmember including a first air opening and a second air opening, thehousing member fluidly coupled to the engine and to the CVT, wherein thehousing member defines at least a portion of a first flow path fluidlycommunicating with the engine and at least a portion of a second flowpath fluidly communicating with the CVT, the first air opening fluidlycoupled to the engine and defining at least a portion of the first flowpath, the second air opening fluidly coupled to the CVT and defining atleast a portion of the second flow path; a portion of air entering thehousing member flows via the first air opening to the engine, andanother portion of air entering the housing flows via the second airopening to the CVT.
 46. The utility vehicle of claim 45, wherein thefirst air opening and the second air opening are positioned adjacenteach other.
 47. The utility vehicle of claim 45, wherein the CVTincludes a CVT housing defining an exhaust port positioned in a topportion of the CVT housing.
 48. The utility vehicle of claim 47, whereinthe exhaust port is positioned at a rearward portion of the CVT housing.49. The utility vehicle of claim 47, further comprising a CVT exhaustconduit, wherein the CVT exhaust conduit extends from the exhaust portof the CVT and includes a bend toward a right side of the utilityvehicle.